Ideal Diesel and Dual Cycles for I.C. Engines

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Ideal Diesel and Dual Cycles for I.C. Engines P M V Subbarao Professor Mechanical Engineering Department Rational Thermodynamic Structure of an Engine…

Fuel calorific value (kJ/kg) Ford ECOSPORT Details 1.5P Ambiente 1.5D Ambiente Displacement (cc) 1499 1498 Max Power output(kW) 82@6300RPM 67@3750RPM Max. Torque (Nm) 140@4400RPM 204 @ 2750RPM Compression Ratio 11:1 16:1 Fuel calorific value (kJ/kg) 48,000 44.800

Air-Standard Diesel cycle Process 1 2 Isentropic compression Process 2  3 Constant pressure heat addition Process 3  4 Isentropic expansion Process 4  1 Constant volume heat rejection Qin Qout v2 TC v1 BC Cut-off ratio:

Higher efficiency is obtained by adding less heat per cycle, Qin, Thermal Efficiency rc=1 rc=2 Typical CI Engines 15 < r < 20 rc=3 When rc (= v3/v2)1 the Diesel cycle efficiency approaches the efficiency of the Otto cycle Higher efficiency is obtained by adding less heat per cycle, Qin,  run engine at higher speed to get the same power.

Isentropic Compression model with variable properties For compression from 1 to 2:

Isentropic expansion model with variable properties For expansion from 3 to 4:

Schematic of a diesel spray & flame with temperatures and chemistry

Dual Cycle Process 1  2 Isentropic compression Process 2  2.5 Constant volume heat addition Process 2.5  3 Constant pressure heat addition Process 3  4 Isentropic expansion Process 4  1 Constant volume heat rejection 3 Qin 2.5 3 2 Qin 2.5 4 2 4 1 1 Qout

Thermal Efficiency